Change speed transmission mechanism



Aug. 13, 1935.

c. D. PETERSON 0 CHANGE SPEED TRANSMISSION MECHANISI (SHIFTING v MECHANISM FOR ADDITIONAL GEAR RATIO) Filed March 16, 1932 4 Sheets-Sheet 1 BY Z a %"0R EYS.

C. D. PETERSON CHANGE SPEED TRANSM Aug. 13, 1935.

. ISSION MECHANISM (SHIFTING MECHANISM FOR ADDITIONAL GEAR RATIO) Filed March 16, 1932 4 sheet-sheet 2 ATTORNEYS.

Aug. 13, 1935,. c. D. PETERSON 2,011,501

. CHANGE SPEED TRANSMISSION MECHANISM (SHIFTING MECHANISM FOR ADDITIONAL GEAR RATIO) Filed March 16, 1932 4 Sheets-Sheet 3 INVENTOR.

ATTORNEYQS.

Aug. 13, 1935. cqo. PETERSbN Y NSMISSION MECHANISM (SHIFTING 4 Sheets-Sheet 4 CHANGE SPEED TRA MECHANISM FOR ADDITIONAL GEAR RA Filed March 16, 1932 IN VEN TOR.

ATTORNEY-S Patented Aug. 13, 1935 UNITED STATES CHANGE SPEED TRANSMISSION MECHA- NISM (SHIFTING MECHANISM FOR AD- DITIONAL GEAR RATIO) Carl D. Peterson, Toledo, Ohio, assignor to Spicer Manufacturing Corporation, Toledo, Ohio, a

corporation of Virginia Application March 16, 1932, Serial No. 599,229

1 Claim.

This invention relates to selective change speed transmission gearing having shiftable elements and of the type used in motor vehicles, and has for its object, a particularly simple and ellicient arrangement of an additional gearchange, as an additional reverse gear and shifting mechanism. therefor correlated with the regular selecting and shifting mechanism, so that additional shift rods are not necessary.

The invention consists in the novel features and in the combinations and constructions hereinafter set forth and claimed.

In describing this invention, reference is had to the accompanying drawings in which like characters designate corresponding parts in all the views.

Figure 1 is a longitudinal, sectional view of one form of gearing embodying this invention.

Figure 2 is an end view illustrating the arrangement of the reverse gearing, and the shifting mechanism therefor.

Figure 3 is a fragmentary detail view on line 3.3, Figure 2 showing the reverse gearing locking device.

Figure 4 is a fragmentary sectional view, similar to Figure 1, of a modified arrangement of gearing embodying this invention.

Figure 5 is a' fragmentary end view of parts seen in Figure 4.

' said shafts including shiftable elements to proshifting mechanism for said shiftable gear.

duce the regular forward speeds, and reverse, and shifting mechanism, including the usualshift rods, and a selecting and gear shifting lever coacting therewith, additional gearing between the countershaft and the transmission shaft including an idler, and'an additional gear on the trans-. mission shaft, one of these additional gears being shiftable into and out of mesh with the other, and being normally out of mesh therewith and The shifting mechanism may include a sleeve slidable axially of one of the regular gear shift rods, and connected to the shiftable gear, and having means for coacting'with the selecting and shifting lever.

In Figure 1, I, 2, and 3, designate respectively, the drive, transmission, and countershafts of a standard sliding gear transmission gearing, these being suitably mounted in a gear box 4. The shaft I is connected to the engine of the vehicle, in which the gearing is installed, through the usual clutch, not shown, one element of which is mounted on the shaft I. The gearing between these shafts comprises intermeshing gears 5 and 6 mounted respectively on the drive shaft I, and the counter shaft 3, sliding gears I and 8 mounted on the transmission shaft and shiftable into and out of mesh with gears on the countershai't. The gear I has a clutch face 9 for coacting with a complemental clutch face I0 on the gear 5,

The gear I is shiftable to the left from neutral,

from neutral to engage the gear I3 with the gear I5 on the countershaft to produce first or low speed forward.

To produce reverse, an idler I6, which is composed of a double gear mounted on a stud I! on the rear wall of the gear box 4, is shiftable into mesh with the gear I3, and the gear I5 when the gear element 8 is in neutral position. Thus, the gears within the main gear box are operable in the usual manner to produce four forward speeds, and one reverse. 3

In Figure 1, an additional, or emergency, low speed is provided consisting of a slidable gear 20 on the transmission. shaft, and normally out of mesh with a gear 2|. on the countershaft and shiftable into mesh therewith. The gear 20 is mounted in an auxiliary gear box 22 which is detachably secured, as by screws or bolts not shown, tothe rear wall of the main gear box 4, and the transmission shaft extends through the auxiliary gear box 22 and is provided with means, as a universal joint, for connection to the propeller shaft of the vehicle. 23 designates a section of the universal joint.

The countershaft 3 also extends at its rear end into the auxiliary gear box, and the gear 2| is cut on'therear end thereof.

The gears I, 8 and 2D, and idler I6. are shifted ing arranged in transverse alinement when the rods are in neutral position, in order that the finger 32 at the lower end of the gear shifting 

